Page 11 - Volume 18 Number 9

Speedwise, we topped out at 214 knots TAS on 40 gph fuel flow. Cutting back to 24-square, on the other hand, about 67% power, gave us 188 knots TAS on 30 gph. A 55% power setting, 2,100 rpm at 24 inches, reduced speed to 168 knots TAS but cut the fuel flow to 26 gph, still 50-degrees rich of peak EGT.Handling is predictable and docile, with no bad habits at cruise or slow speed conditions. An 80-knot short- field landing configuration speed remained perfectly controllable, and as the stall is approached there is a lot of aerodynamic buffet to warn us to back off. Even so, 64 knots IAS produced a docile break.Even in single-engine operation, with a zero-thrust set-up after a full-dirty engine cut during a simulated go-around at 10,500 feet, the Crusader didn’t bite. We lost about 200 feet during the clean-up and acceleration to 97 knots, at which point we were stabilized in a 100-fpm climb.Descent is easily managed by extending the first 10-degrees of flap at 175 knots or less, and the gear can also be lowered at that speed if necessary. Shooting for a final approach at 85 knots, we found the Crusader easily able to turn off in 2,000 feet or so. All in all, it’s a gentle aircraft.It’s regrettable that the next generation of Cessna twins never matured from the T303’s seed-stock. It was an airplane full of promise and could h•ave been modified into larger roles. The less-than-300 produced were just a good start. T&TSEPTEMBER 2014TWIN & TURBINE • 9